Automatic exhaust drain-cock for steam-engines.



nannten Apr. 2` 190|.

y .1. McGRATH. AUTOMATIC EXHAUST DRAIN 006K FUR STEAM ENGINES.

(Application med June 29, 1900.)

(No Model.)

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Tm: Ncnms persas co. PMuTaLlma.. WASHINGTON. ma

`iran JOHN MCGRATI-I, OF STRATFORD, CANADA.

SPECIFICATION forming part of Letters Patent No. 671,291, dated April 2, 1901.

Application filed June 29. 1900.

To a/ZZ whom it may concern:

Be it known that I, JOHN MOGRATH, general foreman, of the city of Stratford, in the county of Perth, in the Province of Ontario, Canada, have invented certain new and useful Improvements in Automatic Exhaust Drain-Cocks for Steam-Engines, of which the following is a specification.

My invention relates to improvements in automatic exhaust drain-cocks for steam-engines; and the objects of the invention are to devise a simple, cheap, and eflicient means of doing away with the noise caused by the Westinghouse ai r-brake pump exhausting th rough the smoke-stack when au engine is standing still at the station, to prevent the fanning of the fire, and thereby the wasting of fuel, and also to eliminate the condensation in the pipes of the pump and in the exhaust from the cylinder; and it consists, essentially, of a ballcontrolled drain valve or cock secured to a suitable portion of the engine toward the rear of and between the cylinders, the exhaustpipe from the pump leading directly into the top of the valve or cock and such valve being connected by branch pipes to the exhaust passage-Ways leading from the cylinder, as hereinafter more particularly explained.

Figure 1 is a side elevation of an engine, showing the application of my improvement. Fig. 2 is a rear view from underneath the engine, showing the location of my improvements. Fig. 3 is a perspective detail of the valve-casing. Fig. 4 is a longitudinal vertical section.

In the drawings like letters of reference indicate corresponding parts in each figure.

A is the boiler of the engine.

B is the pump.

O is the cylinder.

D is the valve-chest, and E is the exhaustpipe leading from the pump. Such exhaustpipe E instead of leading upwardly at the front end into the funnel extends downwardly, curved, as shown in Fig. 2, underneath the center of the body and extends into the threaded upper end of the valve-casing F. The valve-casing has two branchesfextending to each side.

G represents the exhaust passage-ways leading from the cylinders O. The exhaust passage-ways are only indicated in dotted Serial No. 22,070. (No model.)

lines and lead to the main exhaust G', also shown by dotted lines, which communicates With the funnel or smoke-stack.

I represents pipes which lead from thebranchesfof the valve-casing laterally and vertically into the exhaust passage-Ways G, leading from the cylinders.

F is the lower portion of the valve, which is curved, as shown, and screwed onto the upper port-ion F, as indicated. The portion F has a cross-partitionf, with a central hole 2. The upper side of the partition is concaved and is designed to receive a ballfs, which is held from being drawn up by suction of the exhaust passing from the cylinders by means of the cross-bar f4.

The valve-Casin g F is secured to the bracket F2 by means of the lugs f5 and bolts f6, passing through them into the bracket. The upper end of the bracket is secured by suit-able bolts to the back of the casting in which the cylinder-exhaust is formed.

It will be seen that on account of the arrangement of the pipe E extending down underneath the body of the boiler there is no pocket in the pipe, as heretofore has been the case, and therefore no ,condensation can lie in it. It will also be seen that any condensation which would lie in the exhaust passage-way G will pass away through the opening f2 in the drip-valve. Under ordinary circumstances when the pump is working to till the train-pipe the force of the exhaust will force the ball f3 on its seat. When the full pressure, however, is in the train-pipe and the pump is not working and there is no exhaust, necessarily the ball will fall back and allow of the drip or drain. It will also be understood from the construction hereinbefore described that my valve is distinctly automatic, and by the use of it fuel is saved because the fanning of the fire is prevented. Again, as the tire is kept down through not being fanned it will nbue readily seen that the pressure of the heat will not be raised unnecessarily, and consequently the popping and consequent wearing of the safety-valve will be prevented. It will also be understood from what has been heretofore described that no condensation will lie in the exhaust-pipe of the pump or in the exhaust of the cylinder. As there will be no condensation in the ex- IOO haust of the cylinders, it will be seen-that the soot will not gather therein and `render the Water dirty. Heretofore when starting the locomotive the Water which would gather in the exhaust of the cylinders would be frequently` thrown over people near the engine to the great injury of their apparel; but this is now entirely prevented.

What I claim asmy invention is- 1. In combination, the air-brake pump, an exhaust-pipe leading from the pump downwardly to a point beneath the body of the engine at the front thereof, a drain-cock connected to the lower end of the pipe and an automatically-operated valve comprised in the said cock, said valve being closed by the exhaust-pressure in the pipe and opening when the said pipe is free from exhaust-pressure, substantially as described.

2. The combination with the air-brake pump and the exhaust-pipe leading' therefrom and downwardly underneath the body of the engine at the front end thereof, of a drain-cock suitably connected to the bottom end of the pipe and having the lowerend curved, acrosspartition havingacentral hole andaconcaved upper side and a ball designed to lie at the lower portion of the concave as and for the purpose specified.

3. Thecombination with theair-brake pump and the exhaust-pipe leading therefrom and downwardly underneath the body of the engine at the front end thereof, of a drain-cock suitably connected to the bottom end of the pipe and having the lower end curved, a crosspartition havingacentral hole and a concaved upper side and a ball designed to lie at the lower portion of the concave and a bar extending across the drainvcock above the ball as and for the purpose specied.

' 4. In combination, the cylinders with their exhaust-pipes, the air-brake pump, an eX- haust-pipe leading therefromto a point below the exhaust-pipes of the cylinders, the branches leading from the lower end of said air-exhaust pipe to the cylinder-exhaust pipes and an automatically-operating drain-valve located below the junction of the air and cylinder exhaust pipes, said valve being controlled to close and open by exhaust-pressure in or absence thereof from said exhaust-pipe substantially as described.

5. The combination with the pump and the exhaust-pipe and the cylinder and exhaust passage-ways, of the drain-cock casing provided vwith a suitable internal valve and connected to the Vbottom of the exhaust-pipe of the pump and provided with laterally-extending branches and the branch pipes leading from such branches to the bottom of the exhaust passage-Ways of the cylinders as and yfor the purpose specified. JOHN MCGRATH.

Witnesses:

R. T. I-IARDING, R. STEvENsoN. 

